EP0010815B1 - An electromagnetic track brake for a railway vehicle - Google Patents
An electromagnetic track brake for a railway vehicle Download PDFInfo
- Publication number
- EP0010815B1 EP0010815B1 EP79200633A EP79200633A EP0010815B1 EP 0010815 B1 EP0010815 B1 EP 0010815B1 EP 79200633 A EP79200633 A EP 79200633A EP 79200633 A EP79200633 A EP 79200633A EP 0010815 B1 EP0010815 B1 EP 0010815B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- frame
- shoes
- track brake
- coil
- branch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H7/00—Brakes with braking members co-operating with the track
- B61H7/02—Scotch blocks, skids, or like track-engaging shoes
- B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
- B61H7/06—Skids
- B61H7/08—Skids electromagnetically operated
Definitions
- This invention relates to an electromagnetic track brake to be mounted on a railway vehicle for cooperation with a rail, the brake comprising a brake energizing coil which is elongate as seen in a side view, a substantially oval frame therefor having an upper branch and a lower branch, and a plurality of braking shoes with a cross-sectional shape generally as a U mounted in a row on the lower branch of the frame and having braking surfaces disposed beneath the coil frictionally to engage the rail when the coil is energized.
- the lower branch of the frame has a closed cross-section, enclosing the coil, and a portion extending down between the legs of the shoes and if cooperating means are provided on said portion and on said legs for transmitting reaction forces from the shoes to the frame.
- the frame will in this way get a very high moment of inertia, or in other words the frame will be very stiff against bending.
- An especially stiff design will be obtained if the lower part of said frame branch including said portion is shaped as a Y.
- a further advantage as to vertical force transmission and space saving is obtained in that the inner surface of each shoe has a cross-sectional shape corresponding to said Y.
- the cooperating means are projections on said frame portion and corresponding, somewhat larger recesses in the legs of the shoes.
- Very low force reaction points for the shoes are preferred, which may be attained in that the projections are provided at the lower edge of said frame portion.
- FIG. 1 is a side view, partly in section, of an electromagnetic track brake according to the invention and Fig. 2 is a cross sectional view, to a larger scale, along the line II-II in Fig. 1.
- a detail A in Fig. 1 is a cross-section substantially along the line A-A in Fig. 2.
- An electromagnetic track brake of the kind illustrated is intended for suspension in a conventional way, not further elucidated, in a railway vehicle underframe for braking cooperation with the surface of a rail on which the vehicle runs.
- the total length of the track brake may vary as indicated, but is chosen, within the limits set by the available space, according to the requirements mainly as regards the braking capacity.
- a normal length for the brake may for example be 1 meter.
- the main parts of the electromagnetic track brake are an elongate energizing coil 1, a substantially oval frame 2 therefor having an upper branch and a lower branch, and a plurality of generally U-shaped braking shoes 3 mounted in a row on the lower branch of the frame 2.
- the coil 1 which for clarity reasons is only indicated by means of dash-dotted lines in Fig. 1, is completely conventional also as regards means (not shown) for its connection to an electrical source and suitable control means.
- the coil 1 is held in position in the frame 2 by means of an insulating filling mass 4 (only shown in Fig. 2), which for example may be epoxy resin or any other suitable material inserted in the frame at a suitable stage of the manufacturing procedure.
- the frame 2 is made of a non-ferromagnetic material, such as stainless steel, and may as shown be formed of two parts: a main part 5 and a cover 6, which is welded or secured in any other way to the main part after the insertion of the coil 1.
- the frame 2 may, however, quite as well be formed of several parts securely joined together, if that is more appropriate for pro- ductional reasons; it may for example be difficult to cast the whole main part 5 in one piece.
- no limitation is to be applied by the production method indicated in the drawing.
- Each shoe 3 consists of two halves 7 and 8 connected after mounting by means of screws 9 or the like.
- the shoes which are made of a ferromagnetic material, will as shown surround the lower branch of the coil 1 and the frame 2.
- an electromagnetic flux will be flowing in the shoe 3 and will be closed through a rail 10 on which the vehicle runs and which is only indicated with dash-dotted lines in Fig. 2.
- the lower surfaces of each shoe 3 will thus cooperate with the rail 10 and constitute braking surfaces 11 frictionally engaging the rail surface, when the coil is energized.
- the frame 2 has a moment of inertia, which in other words means that it is stiff and will deflect very little under high stresses but also that possible deflection will be distributed along the length of the frame 2.
- the high moment of inertia is accomplished on the one hand in that the lower branch of the frame 2 (surrounded by the shoes 3) has a closed profile or cross-section (the main part 5 together with the cover 6), on the other hand in that the frame 2 has a portion 15 extending down between the legs of the shoes 3.
- the lower part of this frame is preferably shaped as a Y, as shown in Fig. 2.
- Each shoe 3 has an inner shape (Fig. 2) rather closely conforming to the outer shape of the frame 2, which among other things means that upwardly directed forces on the shoes 3 will be evenly distributed on the lower surface of the frame 2.
- the dimensioning is such as to ensure that no contact will occur between the shoes and the upper branch of the frame 2.
- the frame portion 15 extending down between the legs of the shoes is provided with projections 19, preferably placed at the lower edge of the portion 15, whereas the legs of the shoes 3 have corresponding internal recesses 17, which are somewhat larger than the projections 16 and will allow certain movements of the shoes 3.
- These cooperating means 16 and 17 are to transmit the braking reaction forces from the shoes 3 to the frame 2, as well the "normal" forces acting in the longitudinal direction of the brake as the forces acting perpendicular thereto resulting from rail irregularities and the like. As the projections 16 preferably are placed as close to the rail as possible the resulting torque will be minimized.
- the cross-sectional form of the frame 2 (and the shoes 3) may be varied (within the limits imposed by the necessity for the shoes to be U-shaped) so as to meet different requirements.
- the projections 16 may if required be covered by a possibly replaceable wear surface.
- the form and placement of the projections 16 and the recesses 17 may differ from the shown embodiment. It would even be possible to arrange the projections on the shoes and the recesses in the lower frame portion, provided that a magnetic short-circuit is prevented.
- each shoe 3 is in two halves. Any other suitable design is possible, and the shoe may also be provided with detachable wearing parts, as is well known in the art.
Landscapes
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Description
- This invention relates to an electromagnetic track brake to be mounted on a railway vehicle for cooperation with a rail, the brake comprising a brake energizing coil which is elongate as seen in a side view, a substantially oval frame therefor having an upper branch and a lower branch, and a plurality of braking shoes with a cross-sectional shape generally as a U mounted in a row on the lower branch of the frame and having braking surfaces disposed beneath the coil frictionally to engage the rail when the coil is energized.
- Typical examples of earlier electromagnetic track brakes of this kind are shown in US 3768607 and DE 928 106. Also in US 2 564 945 and DE 2 627 794 examples are shown.
- Different disadvantages may be found in all prior track brakes. A serious drawback common for the devices taken as examples of the prior art is that the means provided for taking care of the braking reaction forces in the frame and the shoes, which are individually movable to a certain extent, are not satisfactory, especially not if the length of the track brake is substantial, say 1 meter or more, or if the rail is irregular or has small radius curves. Prior art track brakes may even break down under severe working conditions due to a less favourable force and torque distribution in the frame and to deflections, which in prior art designs may be calculated to very high values.
- The space available in the vehicle underframe for the track brake is often extremely limited, which eliminates simple solutions to the problem. A common requirement is also that the design shall be as cheap as possible but still extremely reliable under severe working conditions (for example a very harsh environment).
- The disadvantages mentioned above are obviated and the different requirements are fulfilled if according to the invention the lower branch of the frame has a closed cross-section, enclosing the coil, and a portion extending down between the legs of the shoes and if cooperating means are provided on said portion and on said legs for transmitting reaction forces from the shoes to the frame.
- The frame will in this way get a very high moment of inertia, or in other words the frame will be very stiff against bending. An especially stiff design will be obtained if the lower part of said frame branch including said portion is shaped as a Y.
- A further advantage as to vertical force transmission and space saving is obtained in that the inner surface of each shoe has a cross-sectional shape corresponding to said Y.
- In a preferred embodiment the cooperating means are projections on said frame portion and corresponding, somewhat larger recesses in the legs of the shoes.
- Very low force reaction points for the shoes are preferred, which may be attained in that the projections are provided at the lower edge of said frame portion.
- In a practical embodiment there is a projection between neighbouring shoes, which are each provided with one half of the corresponding recess.
- The invention will be described in further detail below reference being made to the accompanying drawing, in which Fig. 1 is a side view, partly in section, of an electromagnetic track brake according to the invention and Fig. 2 is a cross sectional view, to a larger scale, along the line II-II in Fig. 1. A detail A in Fig. 1 is a cross-section substantially along the line A-A in Fig. 2.
- An electromagnetic track brake of the kind illustrated is intended for suspension in a conventional way, not further elucidated, in a railway vehicle underframe for braking cooperation with the surface of a rail on which the vehicle runs. The total length of the track brake may vary as indicated, but is chosen, within the limits set by the available space, according to the requirements mainly as regards the braking capacity. A normal length for the brake may for example be 1 meter.
- The main parts of the electromagnetic track brake are an elongate
energizing coil 1, a substantiallyoval frame 2 therefor having an upper branch and a lower branch, and a plurality of generally U-shapedbraking shoes 3 mounted in a row on the lower branch of theframe 2. - The
coil 1, which for clarity reasons is only indicated by means of dash-dotted lines in Fig. 1, is completely conventional also as regards means (not shown) for its connection to an electrical source and suitable control means. Thecoil 1 is held in position in theframe 2 by means of an insulating filling mass 4 (only shown in Fig. 2), which for example may be epoxy resin or any other suitable material inserted in the frame at a suitable stage of the manufacturing procedure. - The
frame 2 is made of a non-ferromagnetic material, such as stainless steel, and may as shown be formed of two parts: amain part 5 and a cover 6, which is welded or secured in any other way to the main part after the insertion of thecoil 1. Theframe 2 may, however, quite as well be formed of several parts securely joined together, if that is more appropriate for pro- ductional reasons; it may for example be difficult to cast the wholemain part 5 in one piece. At the discussion below of theframe 2 no limitation is to be applied by the production method indicated in the drawing. - Each
shoe 3 consists of twohalves 7 and 8 connected after mounting by means ofscrews 9 or the like. The shoes, which are made of a ferromagnetic material, will as shown surround the lower branch of thecoil 1 and theframe 2. At the energizing of thecoil 1 an electromagnetic flux will be flowing in theshoe 3 and will be closed through arail 10 on which the vehicle runs and which is only indicated with dash-dotted lines in Fig. 2. The lower surfaces of eachshoe 3 will thus cooperate with therail 10 and constitute braking surfaces 11 frictionally engaging the rail surface, when the coil is energized. - It appears that the
shoes 3 are not attached to theframe 2; further details about their freedom of movement and interaction with the latter will be given below. It may only here be noted that at each end of theframe 2 there areend plates 12 with a shape similar to that of theshoes 3, theplates 12 being attached by means ofscrews 13 to theframe 2 and to supports 14 placed between the two branches of theframe 2. - One very important feature with the
frame 2 is that its moment of inertia is very high, which in other words means that it is stiff and will deflect very little under high stresses but also that possible deflection will be distributed along the length of theframe 2. The high moment of inertia is accomplished on the one hand in that the lower branch of the frame 2 (surrounded by the shoes 3) has a closed profile or cross-section (themain part 5 together with the cover 6), on the other hand in that theframe 2 has aportion 15 extending down between the legs of theshoes 3. In order to achieve as high a moment of inertia as possible the lower part of this frame is preferably shaped as a Y, as shown in Fig. 2. - Although it is suitable to have a cover 6 extending over both branches of the
frame 2, especially the fixed cover for the lower branch is highly desirable for attaining the desired high moment of inertia. - Each
shoe 3 has an inner shape (Fig. 2) rather closely conforming to the outer shape of theframe 2, which among other things means that upwardly directed forces on theshoes 3 will be evenly distributed on the lower surface of theframe 2. The dimensioning is such as to ensure that no contact will occur between the shoes and the upper branch of theframe 2. - As shown, the
frame portion 15 extending down between the legs of the shoes is provided withprojections 19, preferably placed at the lower edge of theportion 15, whereas the legs of theshoes 3 have correspondinginternal recesses 17, which are somewhat larger than theprojections 16 and will allow certain movements of theshoes 3. In the shown case there is aprojection 16 between neighbouringshoes 3, and thecorresponding recess 17 is formed as two halves in both these shoes, which is especially clear from detail A in Fig. 1, in which case however only the right hand shoe is movable. - The purpose of these cooperating means 16 and 17 is to transmit the braking reaction forces from the
shoes 3 to theframe 2, as well the "normal" forces acting in the longitudinal direction of the brake as the forces acting perpendicular thereto resulting from rail irregularities and the like. As theprojections 16 preferably are placed as close to the rail as possible the resulting torque will be minimized. - Modifications are possible within the scope of the appended claims. For example, the cross-sectional form of the frame 2 (and the shoes 3) may be varied (within the limits imposed by the necessity for the shoes to be U-shaped) so as to meet different requirements. The
projections 16 may if required be covered by a possibly replaceable wear surface. Also the form and placement of theprojections 16 and therecesses 17 may differ from the shown embodiment. It would even be possible to arrange the projections on the shoes and the recesses in the lower frame portion, provided that a magnetic short-circuit is prevented. In the shown embodiment, eachshoe 3 is in two halves. Any other suitable design is possible, and the shoe may also be provided with detachable wearing parts, as is well known in the art.
Claims (6)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE7811429A SE414477B (en) | 1978-11-06 | 1978-11-06 | MAGNETIC GLOSSES FOR A RELEASE VEHICLE |
SE7811429 | 1978-11-06 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0010815A1 EP0010815A1 (en) | 1980-05-14 |
EP0010815B1 true EP0010815B1 (en) | 1982-02-03 |
Family
ID=20336266
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP79200633A Expired EP0010815B1 (en) | 1978-11-06 | 1979-10-31 | An electromagnetic track brake for a railway vehicle |
Country Status (6)
Country | Link |
---|---|
US (1) | US4299312A (en) |
EP (1) | EP0010815B1 (en) |
JP (1) | JPS5563023A (en) |
BR (1) | BR7907155A (en) |
DE (1) | DE2962067D1 (en) |
SE (1) | SE414477B (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
SE436484B (en) * | 1980-11-19 | 1984-12-17 | Sab Ind Ab | ELECTROMAGNETIC RAILWAYS FOR A RAILWAY VEHICLE |
US4629039A (en) * | 1985-01-17 | 1986-12-16 | Nippondenso Co., Ltd | Vehicle braking control apparatus |
US5862891A (en) * | 1994-10-28 | 1999-01-26 | Knorr-Bremse Systeme Fur Scheinenfahrzeuge Gmbh | Electromagnetic or permanent-magnetic rail brake |
DE102007014717B3 (en) * | 2007-03-23 | 2008-11-27 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Magnetic rail braking device with asymmetrical exciter coil and / or with a multipart coil |
DE102017006732A1 (en) * | 2017-07-17 | 2019-01-17 | Knorr-Bremse Gesellschaft Mit Beschränkter Haftung | Magnetic rail brake device of a rail vehicle with an enlarged winding space |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE457672C (en) * | 1929-06-11 | Hanning & Kahl | Coil for brake magnets of roads and similar railways | |
FR753220A (en) * | 1933-03-28 | 1933-10-11 | rail brake electromagnet | |
FR763224A (en) * | 1933-10-31 | 1934-04-26 | Oerlikon Maschf | Improvement in electromagnetic brake pads or other similar friction members |
US2255798A (en) * | 1939-10-10 | 1941-09-16 | Transit Res Corp | Track brake arrangement |
US2542788A (en) * | 1946-12-12 | 1951-02-20 | Freins Jourdain Monneret Sa | Electromagnetic brake for rail vehicles |
DE928106C (en) * | 1952-10-28 | 1955-05-23 | Knorr Bremse Gmbh | Magnetic rail brake |
FR1255761A (en) * | 1960-04-20 | 1961-03-10 | Knorr Bremse Gmbh | Function indicating device for rail braking electromagnets |
US3768607A (en) * | 1971-04-29 | 1973-10-30 | Socimi Soc Costruzioni Ind Spa | Electromagnetic brake |
DE2627794A1 (en) * | 1976-06-22 | 1978-01-05 | Bergische Stahlindustrie | Railway vehicle magnetic rail brake pole shoes - have paired interfacing cut:outs holding insets to reduce surface wear |
-
1978
- 1978-11-06 SE SE7811429A patent/SE414477B/en unknown
-
1979
- 1979-10-16 US US06/085,428 patent/US4299312A/en not_active Expired - Lifetime
- 1979-10-31 EP EP79200633A patent/EP0010815B1/en not_active Expired
- 1979-10-31 DE DE7979200633T patent/DE2962067D1/en not_active Expired
- 1979-10-31 JP JP14002079A patent/JPS5563023A/en active Pending
- 1979-11-05 BR BR7907155A patent/BR7907155A/en unknown
Also Published As
Publication number | Publication date |
---|---|
SE7811429L (en) | 1980-05-07 |
SE414477B (en) | 1980-08-04 |
EP0010815A1 (en) | 1980-05-14 |
JPS5563023A (en) | 1980-05-12 |
BR7907155A (en) | 1980-07-08 |
DE2962067D1 (en) | 1982-03-11 |
US4299312A (en) | 1981-11-10 |
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